Locomotive.



LOGOMOTIVE.

Patented Aug. 15,1911.

6 SHEETS-SHEET 1.

W. F. BUCK.

APPLICATION FILED MARIN, 1911. 1,000,489. l

W. 1. BUCK. LOGOMOTIVB.

APPLICATION FILED MAB.. 16f 1911.

Patented Aug. 15, 1911;

5 SHEETS-SHBBTB.

W. F. BUCK.

LoooMoT'IvE. APPLICATION FILED MAE. 16, 1911.

Patented Aug; 15, 1911.

- 5 SHEETS-SHEET 3.

W. 1'. BUCK.

LOGOMOTIVE.

APPLICATION Hmm 111111.16, 1911.

Patented Aug. 15, 1911.

v5 SHEETS-SHEET 4.,

Q @Mw W. F. BUCK.

LOGOMOTIVE.

APPLICATION FILED 111111.16, 1911.

Patented Aug. 15, 1911.

5 SHEETS-SHEET 5.

UNITED sTATEs PATENT OFFICE.

WILLIAM F. BUCK, oF CHICAGO, ILLINOIS.

I LOCOMOTIVE.

To all whom it 'may concern:

Be it known that I, WILLIAM F. BUCK, a citizen of the United States, residing in Chicago and State of Illinois, have invented certain new and useful Improvements in I Locomotives, of which the 'following is a description,'reference being had to the ac companying drawings, which foIm fa part'of my specification.

My invention relates more especially to improvements in locomotives, and has for; its object the provisionand location of means whereby the flow of steam from the` boiler to the cylinders may be controlled,` that is the passage of the steam from the' source of steam supply, namely from the dome of the boiler to the steam chests of the cylinders, or from the source'of steam; supply to the superheater and from the; superheater to the valve chambers on its way to the cylinders.

The purpose of my Invention is the provision of means, for controlling the flow ofi the steam to the valve chambers of the cylini ders` located exteriorly or outside of the boiler shell and in such proximity to the cylinders as is consistent with practical locomotive constructiom'whereby a much more cflicient locomotive is produced.

A further purpose of the invention is to facilitate the work of the locomotive 'engincer in operating the throttle, which is accomplished by means of a lever located adjacent to'th'e reverse llever of the locomodescribed in the following specification, that the various steam connections intermediate of the boiler and the valve chambers of the cylinders, whereby the ilow' of steam is controlled. are made readily accessible in case of ditculty; and at the lsame time a much more 'eflicent and quicker actngrlocomotive specification Letters Patent. Patented Aug, 15, 1911,

Application filed March 16, 1911. Serial No. 614,763.

ishad, as will more fully appear from the A" following detailed description.

` As exemplifications of my invention, I have shown the same applied to locomotives of different types, namely, a locomotive provided with a superheater and locomot1ves without superheaters; different methods of steam connections, as well as locations of the steam-controlling means, being shown.

In the drawings Figure l is a side ele-v vation of a portion of a locomotive illustrating my invention, with a portion Aof theV cabside broken away to show the mechanical apparatus -employed for controllingv the throttle. Fig. 2 is a longitudinal sectional view of the external throttle. transverse sectional view of the same, disclosing the steam connections to opposite sides of the throttle.` Fig.. iA is across s ectional view taken on line 1 -of? Fig. 3. Fig. 5 is'a front elevation of the throttle and a portion of the locomotive, more clearly illustrating the position of the tlirottle at the under side of the boiler shell. Fig. `6 is a side eleva-tion of a portion of a locomotive, illustrating the application of myinvention to a different type of locomo-l tive, with some of the steam connections arranged within the boiler shell. Fig. 7 is a vertical sectional view taken forward of the I smoke stack and cylinders, with the smoke stack removed and the cylinders and steam chests shown in full lines; the flue sheets and boiler tubes however notbeing shown.

Fig. 8 is a side` elevation o fa portion of av locomotive showing another type of locomotive,l illustrating a Ir1odil ied' 'f ormA of my invention, with the steam'connec'tions made exterior of the boiler shell. Fig. 9 is a vertical sectional view ofpsame taken forward Fig. 3 is a f' of the smoke stack and cylinders", with the smoke stack removed and the cylinders and steam chests shown in'full lines; the flue sheets and boiler tubes however not vbeing shown. y i

`i^-.s before stated, the main object of my invention is to provide'a throttle exterior to the boiler shell and preferably so located as near the cylinders'- as is consistent with practical construction. As an exemplification of onemethod'of accomplishing this result, I

this resultis to providethe saddle 1 with the vlower annular ila-nge 5, which is adapted to be secured to the throttle box 2 by bolts passing through the annular flange b, and

' the flange 28L on theupper part of throttle box 2; and a ring 3 is placed intermediate of the throttle box 2. and the saddle 1,'see Figs. 2 and 3; the upper edge of the ring 3 is preferably beveled as shown and made to ltake into the beveled lower orifice of the saddle 1. It is apparent from this construction that when the bolts passing through the vflanges b and 2vEL of the saddle and throttle box respectively are tightly screwed into place, a tight connect-ion will be formed. It is understood, of course, that the saddle 1 has communication with the interior of the boiler shell, or rather with the superheater located-at this point in the boilerr` shell, so that the steam will flow from the superheater throughthe saddle 1 and into contact with valve 4 of the throttle. is provided with the valve seats 5 and 6; and in order to equalize the pressure on the valve and to facilitate the operation of the throttle without undue effort on the part` of the engineer, the throttle valve 4 is provided with the auxiliary valve 7, passing through the center of valve 4 'as clea-rly shown in Figs. 2 and 3. This auxiliary valve 7 serves to admit the steam by way of several passages through the webs of the main valve 4 .from above the main valve 4 to the space beyond or belowthe main valve, thus balancing the pressure on both sides of the main valve.

The valve mechanism Ais arranged according to common practice, and forms no part of my invention, so that a further detailed description of the throttle need not therefore be entered into.

The auxiliary valve 7 is controlled by the ste-m 8, which stem'together with main valve 4, is controlled by the stem 9, which ismade to extend through the bottom or lowersleeve portion ofthe throttle-box, as clearly shown lin Figs. 1, 2, and 3. The lower portion of stem 9 may be provided with the bifurcated portion or'member 9a as shown, which'receives lever 10 and has pivotal connect-ion therewith as shown.4 Lever 10 is provided with a suitable fulcrum point as for example through the medium of link 11 which maybe secured on the throttle housing or box as shown; the opposite end of lever l0 is connected by the link 12k to the arm 13,

which in turn is The valve 4 rproperly secured' on the rocker shaft 14. his rocker shaft is provided. with lever 415 which has pivotal connection with the reach-rod 16 as. clearly shown in Fig. 1; the connectionbetween reachrod 16 and lever 10 being in the nature of a bell crank lever, which latter is provided with suitable bearings preferably on l the truck frame of the engine as shown in Figs. l and. 5'., The fulcrum or rocking point of the bell crank k,lever is preferably -in the lnature of a rocker shaft as indicated'at 14,v

which extends from the side of the locomo-A tive to a point adjacent to the throttle as shown in Figs. 1 and 5.

The reach-rod 16 is connected with the throttle lever 18, which, as shown in t-he drawings, is preferably located adjacent` to the reverse lever 19, in the cab of the engine; the well lknown type of quadrant plate 20 being employed for controlling the positions of the levers. When desired, however, the throttle-lever 18 may be suspended within the cab as shown in vdot-ted linesin Fig. 1, where it is easily accessibleand will not be mistaken for any of the other levers. Where the throttle-lever 18 is suspended in the manner indicated in dotted lines, it\is of `Course necessary to have the reach-rod 16 extend upward thereto at an incline as clearly indicated. By placing the levers in the positions indicated, the work of the en-` gineer is greatly facilitated.

- In one exempliflcation of my invention, I have shown the superheater shell contiguous with the shell of the boiler, so that it is apparent that the steam from the superheater will pass through the saddle 1 to the throttle valve 4, and lwhen .this valve is opened, the steam Will pass between the valve and its seats and be conducted through the pipes 17, 17, to the. valve-chambers of the locomotive cylinders.

In locomotives where the shell of the superheater is not contiguous with, or made to form a part of, the boiler shell, it is simply necessary to provide a proper steam connection within the boiler-shell between the superheater and the saddle 1 of the throttle, so as to conduct the steam from the super- Iheater to the throttle.

steam from the boiler to the superheater may be controlled, sothat in the event of any leaks or difliculties in the throttle, the-flowA of steam into the superheater may be shut ofi" until the difliculty has been eliminated.

In constructions as heretofore employed,

With this shell, in the manner' most commonly ,the steam connections-and passages were lt)- 'cated within the boiler shell and the throttle the necessity of blowing off the engine and thus the great lossof time heretofore encountered is eliminated.

By locating the throttle between the superheater and the cylinders in the method described in Fig. 1, steam will -be retained in the -superheater when the throttle is closed, and be controlled or retarded in its flow through the superheater when the throttle is partially open, resulting in a more efficient locomotive. The retention of the steam in the superheater also improves the condition of the superheater because of the protection afforded by the steam against the effect of the hot gases upon the metal of the superheater, as can be readily understood. Furthermore, the location of the throttle intermediate of the superheater and the cylinders of the engine, or intermediate ofthe source of steam supply and the cylinders and -in proximity to the cylinders, will greatly enhance the starting capacity of the locomotive, because ofthe prompt delivery of steam to the cylinders from the source of supply, thereby avoiding the delay incident to the constructions heretofore employed wherein it became necessary to wait until sufficient pressure was obtained after filling the ,long steam connections and the superheater parts intermediate of the chambers of 'the cylinders.

In Fig. 6, I haveshown my invention applied to a type of locomotive wherein saturated steam is used, and steam connections are employed so as to ada-pt my invention to a type of locomotive at present in common use. In the construction illustrated in this figure, the steam is led from the steam dome 21 by the pipe 25, shown in dotted lines; this pipe being arranged within the boler olL lowed in American practice, and leads forward to the front iiue sheet 26, at which point is provided a dry steam pipe extension 27, whereby the steam is led to the throttle located within the throttle box 2 secured to the under side of the boiler shell in a manner similar to that shown in Fig. 1L The `steam may then be conveyed to the cylinders by connections similar to those illustrated in Fig. 1, or the steam may be led fromI the throttle bythe pipes 17EL whereby the invention is adapted for use in connection with a type of locomotive wherein the steam conit 'is evidentthat theI boiler and. the valve.

nections with. the steam chests are made at thegsaddle casting inside oft-the smoke arch f orlpoX. 'i- The pipes or steam-.connections 17a, 17, (a pipe extending from both'sides'iof the throttle *.boX, as clearlyshown in Fig.- 7) unite with the steam connections 28,? 28, whereby the steam is led to the cylinders through they saddle casting, thus adapting my invention vto a well known style of locomotive now in use. The throttle is operated in a similar manner and by similar mechanism to that shown in Fig. 1 and previously described, with the exception that in Fig. 6, I show the rocker shaft 14 secured to the under side. of the boilery shell instead of o n the truck frame as operation, however, operating mechanism is in everysimilar to that previously described.

In Figs. 8 and 9, I show another method of applying my invention to a locomotive using saturated steam, wherein all of the steam rconnections intermediate of the source of steam supply, that is the dome 21 of the boiler and the throttle -and between the throttle and the steam'chests of the cylinders, are made to theoutside of the boiler shell. In this construction, I show the throttle located above the boiler at aV suitable point in the steam pipe 22; the auxiliary or shut-off valve 23 being located in the steam pipe 22 intermediate of the steam dome 21 and thethrottle-box 2, so that the iow of steam from the boiler to the steam chests of the cylinders may be entirely shut off in case of any leaks or Adifficulties occurring in ythe throttle. Instead of employing the lever mechanism shown in Figs. 1 and 6 shown in Fig. 1. The of the throttle and the respect to raise the throttle valve from its seat, the

reach rod 16 is pivotally connected to the rod 29, pivotally secured at 30 and having operative connection with the throttle stem 9 through the' link 31, so that a pull on the reach rod 16 will lift the stem 9 together with the throttle valve and permit of the passage of steam from the steam dome 21 through pipe 22 to a point preferably back of the smoke stack, where pipe 21 is bifurcated, and the bifurcations 22, 22a, communicate with the steam connections or external pipes 32, 32, whereby the steam is led down to the steam chests of the cylinders. It is apparent from the construction just described that all of the steam connections intermediate of the source of steam supply and the cylinders are entirely outside of the boiler shell, thereby permitting of repairs being readily made in case of leakage or 'u other diiiculties.

I have shown and described' exemplifications of my invention which result in a much more efficient locomotive or steam engine, as is clearly evidentfrom the constructions set forth. which'I believe to be the simplest and best forms, but it is apparent that the same isc f may be altered in a number of minor details without departing from the spirit of my invention, as the invention is equally applicable to different typesof llocomotives, and the steam connections intermediate of the source of steam supply and the throttle and intermediate of the throttle and the steam chests of the cylinders may be made in different manners from those shown and described, and I do not wish therefore to. be

understood as limiting myself to the exact construction shown and described,`but

What I claim and wish to ters Patent is l i 1. A` locomotive provided with a superheater, a throttle located intermediate of the superheater and the cylinders, and means located to the outside of the boiler-shell whereby the 'steam is conveyed from the throttle to the valve chambers of the cylinsecure by Letders.

2. The combination with a locomotive provided with a superheater, 4of means located outside of the boiler-shell and intermediate of the steamdome and the superheater for conveying steam from the dome to the superheater, and mechanism whereby the passage of steam through said means may be controlled.

3. In a locomotive provided with a superheater, means located on the outside of the boiler-shell whereby the flow of,steam from the superheater to the valve chambers ofthe cylinders'is controlled, mechanism whereby said means is operated, and means whereby the flow of the steam from the boiler to the superheater -is controlled.

4'. In a locomotive provided with a superheater, a throttle located outside of the boiler-shell and adjacent to the cylinders whereby the How of steam from thesuperheater to the valve-chambers of thecylinders is controlled, and mechanism located outside of the boiler-shell and intermediate of the engine cab and the throttlewhereby the latter is operated.

5. In a locomotive, the combination of a hollow member secured to the outside of the boiler-shell and having communication with the source of steam supply, an external throttle having communication with said member and with the valve-chambers of the oppositely disposed cylinders, means whereby the throttle and member .are removably *secured together and 4a tight connection formed between the member and the throttle, and means whereby the communication between said member and the source of steam supply may be controlled. 'p 6. In a locomotive, the lcombination with a throttle located on the under side of the boiler-shell and in proximity to the cylinders, said throttle having communication with the source of steam supply and with the valve chambers of the oppositely disposed cylinders, a lever located inlle'cab adjacent tothe reverse lever of the locomotive, mechanism ,intermediate` of said lever and the throttle whereby the latter may be moved from its seat, of meanslocated outside of the boiler-shell and intermediate of the source of-steam supply and the throttle whereby the flow of steam from the boiler to the throttle may be controlled. v

7. In a locomotive, the combination of av superheater, with an` externally located throttle intermediate of the superheater and l the cylinders, and means for controlling said throttle.

8. In a locomotive provided withcylinders secured to the saddle-castings on which the Ian externally located throttle having steam connections with the source of steam-supply and thesteam chests ofy the cylinders, with means located intermediate of the throttle and the source of steam-supply whereby the ilow of steam tothe throttle may be controlled.

11. A locomotive provided with a throttle located outside of the boiler-shell and intermediate of the source of steam-supply and the steam chests of the cylinders, whereby the flow of steam to the steam-chests is controlled, and mechanismlocated outside of' theboiler-shell whereby the flow of steam to said throttle may be controlled. I

12. A locomotive provided with a throttle located outside of the-boiler-shell and having steam connections with the source of steam supply and with the steam-chests of the cylinders, and mechanism located adjacent to the steam-dome for cont-rolling the How of steam to the throttle.

13. A" locomotive provided with steamconnections to the outside of the boilershell, at a point intermediate of the source of steam-supply and the cylinders,'a throttle located in said connections, means located outside of the boiler-shell whereby the flow of steam to said throttle may be controlled, and means whereby the throttle is operated.

14. In a locomotive, having substantially horizontally arranged cylinders, I a throttle located to the outside of the boiler-shell and adjacent to the cylinders, means whereby steam is conveyed from the throttle to the valve chambers of the cylinders and means the throttle and the cylinders, and means whereby the ow of steam to the throttle located intermediate of the throttle and the 10 may be shut off; source of steam-supply whereby the flow of 15. In a locomotive provided With cylsteam to the throttle may be controlled.

inders secured to the saddle-castings on WILLIAM F. BUCK.

which the boiler-shell rests, an external Witnesses: throttle located adjacent to the cylinders, W. C. SEYTON, external steam-connections intermediate of D. C. THOMAS. 

